Switch-rail-actuating mechanism.



J. KLEWANICH.

SWITCH RAIL ACTUATIIIIG MECHANISM: APPLICATION FILED APR-29. I9I8.

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Patented Dec. 31, 1918.

3 SHEETS-SHEET I.

1 KLEWANICYH SWiTCH RAIL ACTUATING MECHANISM.

APPLICATION FILED APR. 29.19I8.

Patented Dec. 31,1918;

3 SHEETS-SHEET 2.

JOHN.KLEWA NICH, 0F ROYALTON, ILLI1\TOIS..

SWITCH-RAIL-ACTUATING MECHANISM Specification of Letters Patent.

Patented Dec. 31, 1918.

Application filed April 29, 1918. Serial No. 231,440.

To all whom it may concern:

Be it known that 1, JOHN KLEWANICH, a citizen. of the United States, residing at Royalton, in the county of Franklin and State of Illinois, have invented certain new and useful Improvements in Switch-Rail- Actuating-Mechanism, of which the following is a specification.

My invention relates to improvements in switch-rail actuating mechanism and more particularly to mechanism to be used at coal mines and in the switching yards adjacent thereto, although not necessarily limited thereto.

The object of my present invention is to provide switch-rail actuating mechanism that will eliminate unnecessary stops by being able to actuate the mechanism from an engine, or car while in motion in either direction.

With the above and other objects in view as will appear throughout the specification,

the invention consists of certain novel features of construction, arrangement and combination of parts hereinafter more fully described and finally pointed out in the claim hereto appended.

Referring to the accompanying drawings forming a part of thisspecification wherein like characters of reference denote similar parts throughout the several views:

Figure 1, is a plan view of a main line track and side-track showing the relation of my improved switch-rail actuating mechanism thereto. The main line rails are shown as closed and side-track as open.

Fig. 2, is a plan view of a main line track and side-track, the latter being shown in closed position and the main line track as open.

Fig. 3, is a detail taken on line AA, of Fig. 1 looking in direction of the arrow.

Fig. 4, is a detail taken on line B-B of Fi 1, looking in direction of the arrow.

ig. 5, is a detail taken on line CC of Fig. 1, looking in direction of the arrow.

Referring to the drawings, the reference nurlnerals 1 and 2 designate the main line ra1 s.

The siding-rails are designated 3 and and the siding rail 3 has connection with the main rail 1 through the medium of the movable switch-rail 5. The main line rail 2 is provided with a movable switch-rail 6 adapted for engagement with the sidingrail 4: only when the main line is open, as

clearly shown in Fig. 2. The movable switch-rails 5 and 6 are connected and spaced a fixed distance apart by means of the connecting-bar 7 and suitable fastening means 8.

One end of the connecting-bar 7 is suitably connected to the arm 9 of the horizontally disposed operating-shaft 10 through the medium of the connecting-link 11. Shaft 10 is journaled in suitable bearings 12. The opposite end of the connecting-bar 7 is suitably connected to the arm 13 of the horizontally disposed operating shaft 15 through the medium of the connecting-link 14. Shaft 15 is journaled in suitable bearings 16, which are arranged on the opposite side of the railroad track from the bearings 12, as clearly shown in Figs. 1, 2 and 4.

The means for actuating the movable switch-rails 5 and 6 from a train moving in direction of the arrow D, consists of two angle-members 17 and 18 pivotally connected as at 19 and 20 to suitable supports 21- and 22, respectively. The two anglemembers 17 and 18 are each connected in spaced relation to a connecting bar 25 by means of the fasteners 23 and 24:. One end of the connectingbar 25 is suitably connected to the arm 26 of the horizontally disposed operating-shaft 10.

The means for actuating the movable switch-rails 5 and 6 from a moving train after having entered the side-track rails 3 and 4 and passed the switch-rails 5 and 6 from the main line rails 1 and 2 in direction of arrow D, consists of an angle-member 27 pivotally arranged on one side of the railroad track and pivotally connected, as at 28, to a suitable support 29. This anglemember 27 is connected to one end of a connecting-rod 30 by means of the fastener 31. The opposite end of the connecting-rod 30 is suitably connected to the arm 32 of the horizontally disposed operating-shaft 10.

An angle-member 33 is arranged on the opposite side of the railroad track from the angle-member 27 and is pivotally connected, as at 34, to the support 35. This angle-mem ber 33 is connected to one end of a connecting-rod 36 by means of a suitable fastening means 37. The opposite end of the connecting rod 36 is suitably connected to an arm 38 suitably fixed to the horizontally disposed operating shaft 15.

A suitable weight 40 is fixed to the upper end of an arm which is suitably fixed to the in an adjusted position, as is manifest.

, The operation of the invention is as follows:

When the main line rails 1 and 2 are open, as shown in Fig. 2, and it is desired to cause i a train of cars to pass from the main line rails onto the side track rails 8 and 4:, the angle member 18 is actuated by means of a suitable member adapted todepend from the engine or a car and to move the angle-member 18 from the position shown in Fig. 2 to the position shown in Fig. 1, thereby actuating the operating rod 10 through the coin nections and 26 causing the switch rails 5 and 6 to be moved through the connections 9, 11 and 7 from the position shown in Fig. 2 to the position shown in Fig. 1. It will here be observed that whenever any one of the angle-members are moved by force, that the other three angle members are also moved 1nto a new position, as is manifest.

If the cars only, are to go upon the side track rails 3 and 4 and the engine is to go down the main line rails, the angle-member 83 is actuated from the engine, before the car reaches the switch-rails 5 and 6 so as to bemoved from the position shown in Fig. 2 to the position shown in Fig. 1, thereby closing switch rail 5 and opening the main line switch to permit the cars to enter upon the side track-rails 3 and 4 as is apparent from Fig. 1 of the drawing.

If the main line rails 1 and 2 are closed, as shown in Fig. 1 of the drawing, and it is desired to go down the main line. rails 1 and 2, the angle-member 17 is ada ted to be actuated from the engine, or a car so as to be moved from the position shown in Fig. 1, which causes the switch-rails 5 and 6 to move from the position shown in Fig. 1 to the position shown in Fig. 2.

If it is desired to close the main line rails again after the train of cars has passed the switch-rails 5 and-6, the angle-member 33 is then actuated preferably from the rear car so as to impart movement through the connections 36, 38, 15, 13 and 14 and the switch-bar 7 to the switch-rails 5 and 6, and move them from the position shown in Fig. 2, to the position shown in Fig. 1.

It will be observed that the switch-rails 5 and 6 may be actuated from mechanism arranged on both sides of the railroad track.

It will be here understood that the angle members 17 18, 27 and 33 may be actuated from a train moving in either direction owing to their angular construction which provides each member with diverging faces or planes which are adapted for engagement with a pendent actuating member from an engine or car. I

Various switching movements may be accomplished by means of the mechanism herein illustrated and described and the many advantages of the herein described invention due to the construction shown and the manner of actuating the several parts constituting the same will be readily apparent to those skilled in the art to which the invention appertains.

While I have described the principle of operation or adjustment of the invention, together with the structure of the device I now consider to be the best embodiment thereof, I desire to have it clearly understood that the device shown is merely illustrative and that I reserve the right to make any such changes or modifications as may fairly fall Within the principle of theinvention and within the scope of the appended claim when fairly,- construed.

WVhatI claim is:

In a device of the class described, the combination with the switch points and the switching-bar connecting the same, of a horizontally disposed operating shaft arranged upon one side of the railroad-track, a connecting link between said switching-bar and the operating-shaft, a pair of horizontally disposed angular-members each pivotally supported at one end and one of said angular members arranged on each side of the main line rails, a connecting-bar for connecting the two angular-members midway their ends, an arm connection between one end of said connecting-bar and the operating-shaft, a third horizontally disposed angle member ivotally supported at one end and arranged at a distance from one of said first mentioned angle-members, a connectlon between said angle member and the operating shaft, a horizontally disposed opto normally hold the switch-rails in their adj usted' position.

In testimony whereof, I have hereunto" signed my name to the specification.

JOHN KLEWANIGI-I.

' Copies of this patent may 'be obtained for five cents each, by addressing-the Commissioner airman,-

' -washlng'ton, D.'0." 

